Aerial craft.



L. G. SCHROEDER.

AERIAL CRAFT. APPLICATION FILED JUNE I2. 1908. RENEWED OCT. 14. I914.

Patented Mar. 14, 1916.

8 SHEETSSHEET I.

m VEII ran 1 uZZoZz" 6. Schro eder .4 rromvsrs WITNESSES 916W L. G.SCHROEDER.

AERIAL CRAFT.

APPLICATION FILED JUNE 12, 1908. RENEWED ocr. I4. 1914- Patented Mar.14, 1916.

WITNESSES I} .....unlll|11 m W6, W N m 1 L. G. SCHROEDER.

AERIAL CRAFT.

APPLICATION 111:0 1uns12. 190s. RENEWED ocr. 14.1914

Patented Mar. 14,1916.

EET 3.

WITNESSES 4 TTDRNEYS L. G. SCHROEDER.

AERIAL CRAFT. APPLICATION FILED JUNE 12, 1908. RENEWED 001.14.1914.

Patented M1111. 14, 1916.

1,175,307. 8 ET -s EET4 2; m WITNESSES INVENTOR 71 61W liudoZfG.Schroeder W .WM//MW Br ,1 M

/ ATTORNEYS L. G. SCHROEDER.

AERIAL CRAFT.

APPLICATION FILED JUNE 12. 190B. RENEWED OCT. 14,1914.

izudo Zf G. Schroeder L. G. SCHROEDER.

AERIAL CRAFT.

APPLICATION FILED JUNE I2I I908. RENEWED OCT. I4. I914.

Patented Mar. 14, 1916.

a SHEETS-SHEET s.

rrfllll IIIII m v5 ran .ZueZaZf G. Schro eder 4 rronusrs WITNESSESW'CMW' Wammm L. G. SCHROEDER.

AERIAL CRAFT.

APPLICATION FILED IUNE 12. 1908. RENEWED oct. 14,1914.

1,175,307. Patented Mar. 14,1916.

8 SHEETS-SHUT 1.

INVEN T0 Judo?! GSckroecZer WITNESSES I TTURNEYS L. G. SCHROEDER.

AERIAL CRAFT.

APPLICATION FILED JUNE 12, 190B. RENEWED OCT. 14. \914.

Patented Mar. 14, 1916.

[NYE/V T0 12167021 6 Schroeder WITNESSES UNITED STATES PATENT OFFICE.

LUDOLF G. SCHROEDER, OF NEW YORK, N. Y.

AERIAL CRAFT.

Application filed June 12, 1908, Serial No. 438,12

To all whom it may concern.

Be it known that I. Lrnonr G. ScImoEDER, a citizen of the l'nitedStates, residing in the city of Xew York. borough of Manhattan, countyand State of New York. have invented a certain new and useful Aerial(i-aft. of which the following is a specification.

This invention is an aerial craft. or apparatus for navigating the air.of that type known as the aeroplane.

This invention, in one aspect. comprises an aeroplane deck having adepending keel or fin extending lengthwise of said deck. it beingpreferred to employ a keel of the same general shape as would be securedwere the deck divided in two equal parts by making the dividing line runfrom the forward point of the crafts bow to the center line at the pointwhere certain rear wings are joined. In contradistinction to aerial cafts heretofore constructed or experimented with involving the principleof the aeroplane. my newly designed craft embodies a structure which isadapted to move forward in the direction of its length. that is to say.the length of the aeroplane counting from the forward point of itsforward movement is from one and one half (11 to several times thelength of its width or as it may be expressed the spread of its wings orvanes. an essential feature of the invention being an elongatedaeroplane moving longitudinally, whereas many of the prior aeroplanecrafts. which have been designed to operate on the principle of thewinged flight of birds. embody structures which move sidewise. thedirection of movement being in a path at right angles to thelongitudinal axis through the craft.

It is preferred to embody the invention in a craft. the deck of which issubstantially triangular in shape. or in a deck having substantiallyparallel sides and a triangular bow shaped portion, the deck beingextended for a suitable distance. Preferably, also, the keel istriangular. said keel conforming substantially to the outline of thedeck and the wings or vanes which may be used in connection therewith.

In order to adapt this structure for use as an air navigating apparatus.it will be provided with a suitable propeller, or propel- Specificationof Letters Patent.

Patented Mar. 14. 191.6.

2. Renewed October 14, 1914. Serial No. 866.730.

lers. said propeller. where a single one is employed. belng located.preferably. near the bow of the deck. while if two propellers 'areemployed. a second one will be located at the rear or stern of the deck.Means will be provided. also. for driving the propeller or propellers.

In a preferred form of the invention. certain parts or sections of thedeck will be made movable with reference to other parts thereof. wherebysaid movable parts constitute aeroplanes or vanes to assist in theascent or descent of the craft.

In practice the apparatus will be provided, preferably. with variousadjuncts and expedients. such as a wheeled running gear. which servesthe purpose of transporting the craft from one place to another on theground. as well as to assist in imparting to it an impetus in ascendinginto the air: one or more rudders for determining the path of the craftin a horizontal plane; and other features of assistance when the craftalights.

In one form of the invention. the keel of the craft may be made hollowand of the form substantially triangular in cross section. bothvertically and longitlulinally. this construction of the keel providinga surface which offers a minimum resistance to the air. The hollow keelprovides a housing for the motor and operating mechanism. and in oneform of the invention a separated compartment may be provided in thehollow keel for such purpose.

The keel may be provided with vanes which may be operated for thepurpose of permitting the air to pass through said keel without exertingsubstantial pressure thereon when such effect is deemed desirable.

In the ccompanying drawings I have illustrated different practicalembodiments of the invention. but the constructions shown therein are tobe understood as illustrative. only. and not as defining the limits ofthe invention.

Figure 1 is a perspective view of my aerial craft illustrating oneembodiment of the invention. Figs. 2 and 2 are together a longitudinalsection taken centrally through the craft. Fig. 3 is an elevationlooking at the rear or stern of the craft. Fig. 4 is an inverted orbottom plan view of the rear portion of the craft. Fig. 5 is associatedwith each wheel.

a detail cross section taken in the lane indicated in the dotted line5-5 0 Fig. 2', illustrating one means for pivotally supporting andoperating a pair of movable vanes,

view illustrating a modified construction of the deck and vanes. Fig. 8is a vertical cross section through the deck and the keel illustrating amodified form of the vanes, and operating means for said vanes. Fig. 9illustrates diagrammatically an end view of the deck and the keelcomposing the body of the craft. Figs. 10, 11, 12, and 13 showdiagrammatically and in plan various shapes of the body of the craft.Fig. 14 is a side elevation illustrating another embodiment of theinvention. Fig. 15 is a horizontal section on the line 1515 of Fig. 14showing means for simultaneously adjusting a plurality of keel vanes.Fig. 16'is an enlarged detail view, partly in section and partly inelevation, showing means for controlling the engine and operating theseveral devices entering into the construction of the craft. Fig. 17 isa detail in plan of one means for locking an operating wheel inposition, one of the locking devices being Fig. 18 is a view in verticallongitudinal section through a part of the craft illustratingequilibrium devices associated with the wings or vanes and the rearsteering rudders. Fig. 19 is a plan view of the parts shown in Fig. 18,omitting the rear pro eller. Fig. 20 is a vertical cross section t ougha part of the keel and deck of the craft illustrating one of theequilibrium devices. Fig. 21 is a longitudinal section on the line 2121of Fig. 19. Fig. 22 is a detail view of an indicator associated with oneof the equilibrium devices. Fig. 23 is a vertical section on the line2323 of Fi 22. Figs. 24 and 25 are, respectively, an e evation and avertical section of another form of the indi-- cator device. Figs. 26and 27 are, respectiveiy, a front view and a vertical section of anotherembodiment of the indicator device. Figs. 28 and 29 are a plan view anda vertical sectional elevation of a liquid operated indicator devicewherein a moving part, such as a float, will indicate the longitudinalor side dip of the aerial craft.

An essential part of the present invention is a deck, A, and a keel, F,shown diagrammatically in Fig. 9, said keel being below and lengthwiseof, the deck, whereby the body of the craft is substantially T-shaped incross section.

Generally speaking, the deck, A, constitutes an aeroplane adapted tosustain the craft when in flight, whereas the keel, F, operates, mainly,to insure stability to the craft and counteract the effect of windpressure on either side, which wind pressure otherwise would tendtocapsize the aeroplane, z'. e., invert it. In flight, the craft is drivenin the direction of its length, either forward or backward, by theaction of propelling mechanism, which will be hereinafter described indetail, and the direction or movement of the craft is controllable bythe action of certain steering devices, to be also hereinafterdescribed. I V

Some of the shapes of the craft are shown in Figs. 10, 11, 12 and 13,but in each instance the deck is an aeroplane with a tapering forwardportion.

As shown in Fig. 10, the craft, A, is provided with two long taperingsides, a, and short tapering sides a, the latter being inclinedreversely to the sides, a, and meeting the same at an obtuse angle, thestern, a, of the craft being rather blunt and at right angles to thelongitudinal axis of said craft.

Fi 11 shows a craft, A, which is substantlally diamond or lozengeshaped, the same having four inclined sides, a, meeting each other atsharp angles at the bow and stern. The shape may be further modified,

as represented diagrammatically in Fig. 12,

wherein thecraft, A, is formed with long inclined sides, a, similar toFig. 10, but the remaining sides, a, are straight and parallel for anindefinite length. The shapes shown in Figs.- 10, 11 and 12 are designedprimarily to secure-speed in the flight of the craft, but the triangularshape of craft shown at A in Fi 13 is especially designed to produce acra having maximum load carrying capacity.

I will now proceed to describe in detail the construction of one form ofaerial craft which is shown in Figs. 1 'to 55, inclusive, of thedrawings. The deck, A, is a plane surface substantially triangular inshape. This deck may be unbroken, or substantially so, as to produce anareoplane, the surface of which is continuous, but as shown the sideportions of the deck are cut away for a part of its distance therebyproducing a longitudinal central stem,.c', in the rear of the bowportion, 0, of said deck. In the cut away side portions of the deck aretwo series of vanes, C, C, adapted to occupy the closed positions shownin Fig. 1 so as to constitute a (part of the deck, A. The vanes, C, C,are a apted to overlap at their edge portions, and these vanes areconnected pivotally with the stem, 0', for the purpose of turning theminto the inclined position shown in dotted lines in Fig. 2, or tosubstantially vertical positions.

The deck and the vanes may each be composed of any appropriate material,such as a light frame with a covering of textile, or a light weightmetal sheet may be used, but those details may be modified as desired.

The vanes may be connected pivotally to the deck in a variety of ways,one pivotal means being shown in Figs. 5 and 6, another in Fig. 7, and astill further method is disclosed in Fig. 8. In Figs. 5 and 6, crossshafts, D, are journaled on the stem, 0, of

the deck so as to extend into the cut away portions at the respectivesides thereof, and each shaft is equipped with two vanes, one from eachseries of vanes, C, C. The vanes are attached rigidly to the shafts, andsaid shafts are adapted to be operated by suitable means, such as thelongitudinal rod, D, which is connected pivotally to the arms, (I, saidarms being rigid with the cross shafts, D. The operating rod, D, isconnected to a hand lever, D having a suitable locking contrivanceadapted to engage with a fixed segment, (1, as shown in Fig. 2. Bymoving the lever, D one direction, the rod, D, is correspondinglyshifted, and the vanes, C, C, are adapted to be moved to the inclinedpositions, substantially as shown in Fig. 2, but a movement of the leverand the rod in a reverse direction shifts the vanes to their closedpositions, the vanes of the two series being operated simultaneously.

The apparatus is equipped with appropriate propelling mechanism, and inthe embodimentshown in Figs. 1 to 5, I employ a plurality of propellers,E, E. The propeller, E, is positioned at the front end of the deck, oras it may be termed, the bow of the craft, whereas the propeller, E, isat the stern of the craft, and at a suitable distance from the .rear ofthe deck and the keel, F. The propellers, E, E, are composed of suitablelight material, and are of appropriate sizes and construction to answerthe purpose, it being preferred to make the rear propeller somewhatlarger than the front propeller. The front propeller, E, is mounted atthe bow so as to be shifted for the purpose of aiding in the control ofthe craft, and while any suitable means may be employed to secure thisresult, I have shown the shaft, e, of said front propeller as beingmounted in a shiftable bearing, e, which is movably supported at theextreme front end of the deck A. This propeller shaft has a part, ethereof extending into a chambered or hollow portion of the keel, F, andto the inner extremity of said part 6 of the shaft is connected aflexible shaft, 0 the latter being operated from the shaft, g, of themotor or engine, G. The engine shaft is provided with a clutch, h,whereby the shaft may be thrown into and out of gear, and said engineshaft is provided, also, with a sprocket wheel, h, with which engages asprocket chain, 711*, the lattr operating another sprocket wheel, thePOSltlOIUOf which is indicated at h in Fig. 2. This sprocket wheel, h issecured rigidly on a horizontal shaft, H, extending through the hollowkeel and protruding beyond the rear portion thereof, said shaft, H,having the rear propeller E, secured rigidly to its protruding rear end.The clutch, h, is operated by a rod, h, which is connected to anoperating lever, H whereby the clutch may be operated to make the shaft,g, fast with the engine shaft, or said shaft, g], may be disconnectedfrom said engine shaft. From this description, it will be seen that thefront propeller and the rear propellc'r are operated by separateconnections with a common motor or engine; that the two propellers E maybe thrown into and out of operative Connection with the engine drivenshaft by the movement of the clutch h, and that the front propeller maybe shifted to various positions relative to the plane of the deck, A.Any means for adjusting the front propeller may be employed. but asshown in Fig. 2, a bell crank lever, i, is connected pivotally with theshaft, o and from this lever extends an operating rod, i, which isadapted to be shifted by one of a series of operating wheels 16.

The keel F, is rigid with the central stem, 0, of the deck plate, and itis preferred to make this keel tapering in longitudinal and verticalcross sections. The keel is inclined along its bottom edge from the bowend of the craft toward the stern thereof, as indicated at f, said keelconsists of side walls, f, which converge from the stem, 0, of the deckplate toward the bottom inclined line, 7', of said keel. It ispreferred, however, to taper the side walls. f, at the rear part of thekeel on converging lines. as indicated at F, in Fig. l. The describedconstruction of the keel with the downwardly converging side walls, f,and with the base line, f, of the keel inclined upwardly from the sternto the bow provides a form of craft wherein the keel gradually increasesin depth from the bow toward the stern so as to present a substantiallytriangular structure in both longitudinal and transverse section. Thisparticular form or shape of the keel is advantageous for the reasonsthat it offers the least possible resistance to the air when the craftis in flight, it provides a chamber, F, for the accommodation of themotor and operating mechanisms and, at the same time, the keel addsstability to the craft.

Vertical rudders, I, I, are provided at the stern and bow of the craftfor the purpose of steering it in a horizontal plane. The stern rudderis carried by a vertical shaft, 7', which is supported at the rear ofthe keel, F, and this shaft is shown in Fig. 2 as having a toothedsegment, j, near its upper portion. Said segment meshes with a gear 5which is secured fast to the upper part of a steering shaft, 6, thelatter being within the hollow keel, F, and said shaft being the rear ofthe propeller, E.

provided at its lower part with a pinion 7. Said pinion is geared to anoperating shaft, 8, which runs lengthwise along the keel, F, near thebottom thereof to an operating device 12, the latter being positionedabove the operating device, 16. The described construction providesmeans whereby the vertical rudder, 1, may be shifted either to the rightor the left, and in a horizontal plane, for

the purpose of steering the craft. The other steering rudder, I, at thebow of the craft, is disposed above the deck plate, 0, and in Saidrudder, I, extends lengthwise of the deck plate, and it is secured tothe upper part of a short vertical shaft, 10, the latter extending intothe shallow forward part of the hollow keel, F. The shaft 10 is gearedto an operating shaft 11 which runs lengthwise of and within the hollowkeel, F, for a certain distance, and this shaft 11 is adapted to beoperated by a wheel 22, positioned between the wheels, i, and 9. Thefore and aft vertical rudders are thus adapted to be operatedindependently by turning the wheels 22 and 12 respectively, said ruddersbeing operated independently of each other. i

In addition to the vertical rudders and the pivoted vanes, C, C, thecraft is provided with diving rudders, J, J. Said rudders are positionedat the stern of the craft, substantially parallel to the deck, A, and atthe respective sides of the keel, F, and the steerin rudder, I. Saiddiving rudders are secure firmly to a horizontal shaft 13 which isjournaled at the rear edge of the deck, A, and to this shaft is geared avertical countershaft 14, the lower part of which is geared to anoperating shaft 15. Said shaft 15 is parallel to the shaft 8 and, at itsfront end, this shaft 15 is adapted to be operated by a shaft that isprovided with the hand wheel 22.

For the purpose of transporting the machine-over the ground, as well asfor starting the machine at the beginning of its flight, the craft isprovided with a wheeled running gear which is normally sustained belowthe keel. Near the front part of the machine is a horizontal front axle,K, having short stub axles, is, see Fig. 1, said stub axles supportingthe front steering wheels, k. The front axle is connected to the body ofthe machine by rods 17 which are provided, preferably, with shockabsorbing devices 18, and to the stub axles, la, is connected a rod 19adapted to be shifted in one direction or the other by a steeringspindle 20. This spindle extends upwardly into the keel, and is gearedat its upper portion to a longitudinal adjusting shaft 21. the latterbeing operated by a hand wheel 22.

The rear axle, L, of the running gear is connected by a plurality ofrods 23 with the body and the keel, each of said rods having a shockabsorbing device 24, see Figs. 3 and 4, said axle having the rearcarrying wheels, L. The rear axle is adapted to turn freely in bearings25 which are supported on the rods 23, and this axle extends throughslots 26 at the rear part of the keel. Within said keel the axle isprovided with a. bevel gear 27 which meshes with a similar gear on alongitudinal driving shaft 28, the latter extending forwardly into agear housing or casin 29. Said housing incloses the front end 0 theshaft 28, and the rear part of the shaft is adapted to be driven oroperated by the motor, G, whereby the rear axle, L, is geared to themotor, G, for the purpose of driving the machine when it travels on theground.

The shock absorbing devices 18 and 24 may be of any approvedconstruction for the purpose of easing the jar on the machine when itdescends into engagement with the ground.

In Fig. 7 of the drawings, the vanes, C, are shown as being attachedrigidly to rock shafts 30, each vane being secured at one edge of saidrock shaft. This slightly modifies the construction of Figs. 5 and 6,wherein the vane is secured centrally to the cross shaft, D.

The construction and arrangement of vanes heretofore described embodiestwo series of vanes moving on axes at right angles to the longitudinalaxis of the deck, A, the

vanes of each series being operated simul:

taneously. In Fig. 8, however, I have shown a construction wherein twoside vanes, M, M, or two series of side vanes, M, M, are mounted formovement on axes which are parallel to the longitudinal axis of thedeck. At each side of the deck is a longitudinal vane, M, M, or a seriesof longitudinal vanes, said side vane, or series of side vanes, beingsecured on a longitudinal shaft, m. The two shafts, m, m, are disposedlengthwise of the deck at the respective sides of the central stem, 0',thereof, and these shafts are provided with toothed sectors, m, whichmesh with gear pinions 31 on operating shafts 32. It is evident that thevanes, M, M, may lie in the horizontal plane of the deck so as tocooperate with said deck in producing the aeroplane, whereby the craftmay be suspended in the air when in flight, but when it is desired todescend in safety, the shafts 32 may be rotated for the purpose ofmoving the vanes, M, M, to the upwardly inclined positions shown indotted lines in Fig. 8, whereby the longitudinally ranging vanes areadapted to displace the air outwardly and laterally with respect to thedescending craft. The angle of inclination of the vanes, M, M,to thehorizontal plane of the deck may be varied as desired by the adjustingmechanism so as to control the speed of the craft in descending.

In Figs. 14 and 15 of the drawings. I have illustrated anotherembodiment of the invention wherein the craft is provided with the deck.the keel. F'". the rear and front propellers. E. It. the rudder. I". andthe diving rudder or rudders. J". J. all as hereinbefore described. Itis to be understood that the deck of the craft shown in Fig. H is.preferably. composed of luovable vanes similar to the vanes (l Cemployed in the craft of Figs. 1. 2. I"). -l. 5. (1. T and 8 of thedrawings. The keel. F". in this form of the craft is.solid at its frontpart. and at a point intermediate its ends. said keel. F". is providedwith a hollmvsection. 0. the latter producing a chaml'uer which containsthe engine and some of the operating means heretofore described. Belowthis chambered part of the keel is suspended a marine vessel. 1. saidvessel being connected by cables. stays or other devices. p. to the keelin a manner which enables the marine vessel to be readily disconnectedfrom the craft. The suspended vessel. l. accommodates one or moreoperators. and the oper ating means for the several rudders and otheradjuncts are suspended from below the chambered part. 0. of the keel.preferably above the suspended vessel. P. It will thus be manifest that.in the embodiment of the invention illustrated in Fig. 14, the runninggear shown in conjunction with the other embodiments of the inventionillustrated is omitted and in lieu thereof a marine vessel substituted.Thus. while the devices illustrated in the remaining figures of the.drawings are adapted particularly for use on 'land. the embodiment ofthe invention illustrated in- Fig. 14 is adapted for marine use. i. 0..it may rise from the water, descend thereonto. or be. propelled alongthe surface thereof. The keel, F". at the rear of the chambered part, 0.is cut away so as to provide a pluralityof openings. which openings areoccupied normally by the suitably operated vanes. Q. 'hile any preferredmeans may be employed for operating the vanes. Q. in the keel, and whilethe vanes may be arranged to slide in either horizontal, or verticalpaths, and while the vanes may be pivoted to turn on horizontal axes.yet in the present embodiment of the invention I have shown each vane,Q, as being fixed at its front end to a vertical shaft. q, which isprovided with pinions, (7', see Fig. 15. A series of the vanes. shaftsand pinions are employed, and the said vanes are adapted to be operatedsimultaneously by a rack. Q. which extends lengthwise of the keel so asto engage with the pinions, 1'. The vanes. Q. normally lie in the planeof the keel. F so as to be disposed in end to end series. but by movingthe rack. Q. in one direction. the vanes may be adjusted to the dottedline positions of Fig. 15. whereby the openings in the keel are exposedfor the wind to pass through the rear part of the keel. thus reducingthe lateral wind pressure on the craft.

Instead of pivoting the vanes, Q, for movement on vertical axes, asshown in Figs. 14 and 17 it is evident that said vanes may be mounted inthe side walls of the chambered keel in the construction of Fig. 2. saidvanes being adapted for movement on horizontal axes as will be evidentto a skilled constrm-tor. Said horizontally pivoted vanes in the keelwould be of advantage for the reason that they would. when opened, addto the stability of the craft.

In addition to the diving rudder 01' rudders. J. at the rear of thecraft, I employ the horizontal rudder, It. the latter being carried by ahorizontal shaft. r. having a worm gear, 9''. which meshes with theworm, s. on an operating shaft. S. Saidrudder. R, may be positioned inthe deck and at any point intermediate the ends thereof. The shaft. S.and the rack. Q, extend into the hollow part. 0. of the keel so as to beassociated with suitable operating means (not shown).

In my machine. the weight of the load is imposed on the craft at-a pointbelow the deck and in front of the transverse axis of the craft. Thisdisposition of the weight and the employment of the keel tends to keepthe craft normally in a horizontal or slightly inclined position when inflight. The disposition of the weight forward of the center of the craftapplies to what may be designated as the loose or transportable load. Itapplies. also. to the permanent load of the craft. and to theconstruction of the craft which may be. and preferably is, so built thatif the transportable load be carried atthe rear of the central portionof the craft, or even in the farthest part of the stern. the forwardpart of the craft will still be the heavier so that if the craft isbalanced at the central part, it will still ha \e a tendency to dipforward, or at least, to balance.

The craft is. or may be, equipped with an automatic equilibrium devicefor maintaining the same on an even keel, and'this device may be appliedor positioned on any part of the craft. at the bow, stern or amidships,

for the purpose of creating downward and upward pressure so as to forcethe craft into a position opposed to that naturally produced by the airor by improper loading. In my aeroplane. said equilibrium device isadapted to operate the wings or vanes.

The embodiment of the equilibrium mechanism shown in Figs. 18 and 1en'ibraces means for operating certain vanes or wings at the sides ofthe craft when said craft has a tendency to tilt sidewise. ortransversely to the longitudinal axis of the craft, and,

furthermore, automatic means are provided for operation by alongitudinal upward or downward tilt of the craft so as to throw rearvanes or rudders to a position which will automatically counteract thelongitudinal tilting motion. As shown, certain vanes or wings, C C arecarried by horizontal shafts, c, and the inner ends of these shafts areprovided with bevel gears, 0 the latter having intermeshing engagementwith a bevel gear, 0, on" a shaft, C. This shaft runs longitudinallywith regard to-the keel, F, for a suitable distance, and on said shaftis a gravity pendulum, C", said pendulum being adapted to swing in adirection transversely with respect to the longitudinal axis of thecraft or its keel, F. As the pendulum swings in one direction, theshaft, C, is rocked so as to turn gears, 0, thereby moving one vane orwing in an upward direction, and the other vane or wing in a downwarddirection simultaneously; but a reverse movement of the pendulum, C sooperates the shaft, C, and the gear as to simultaneously reverse thedirection of movement of vanes or wings, C C This mechanism actsautomatically to keep the craft on an even keel against side pressure ofthe wind, and in a measure it counteracts unequal distribution in theload of the craft. Said Figs. 18 and 19 of the drawings illustrate,furthermore, an equilibrium device which operates automatically tocounteract any excessive forward or rearward dipping of'the craft in alongitudinal direction. In the embodiment shown, a horizontal rock shaft13' is at the stern of the deck, preferably in the plane of the deckthereof. This shaft carries a plurality of horizontal vanes or rudders,J J, J, and from the shaft extends an arm, j, to which is connected therear part of a link, 1' The forward end of the link is pivoted to anarm, 1', of the rock shaft, j, and on this rock shaft is mounted agravity pendulum, J, the latter being adapted to swing in a forward andrearward direction, or in the direction of the longitudinal axis of thekeel. Normally, the pendulum, J is restrained from operation by anautomatic lock, J, herein shown as acounterpoised lever having a latchend, j, which is adapted for engagement with the nose, 7', of thependulum, but this lock, J,

is adapted to be released from the pendulum by the endwise movement of arod, J which extends forwardly to the station of the operator. It willbe seen that on an upward and forward movement of the craft in thedirection of its length the pendulum, J will swing rearwardly, therebythrowing the vanes or rudders, J J, J, in a downward direction, but areverse movement of the craft and the pendulum will operate to throw thevanes or wings in an upward direction, whereby the rear vanes or wingsare operated automatically to maintain the craft in a properlongitudinal position.

The operation of the pendulum, C is shown by an indicator device, X, thespindle of which is turned by a belt connection. a, with a pulley, w, onthe longitudinal shaft, C. Similarly, the operation of the pendulum, Jis shown by an indicator, Y, the spindle of which is operated by a belt,y, running over tide sheaves, y, and operated from a pn ley, 11 onshaft, 7',

The indicators, X, Y, may be variously constructed, substantially asshown in Figs. 22 to 29 inclusive. but these-indicators are positionedat, or close to, the operators station so as to inform him of thecondition of the craft when in flight.

I will now proceed to describe various forms of indicators which may beemployed.

The indicator shown in Figs. 22 and 23 embodies a stationary casing 35for a dial 36, over which is adapted to travel a pointer 37, the latterbeing carried by a shaft 38 which is mounted for rotation in a bearing39 of said casing 35. This indicator shaft is pro-- is a transparentface4'2, through which the dial and the pointer can be viewed. The dialis provided with two rows of numbers, as shown in Fig. 22, one runningfrom right to left, and the other, running from left to right, thenumbers in said row indicating the list of the'craft to port orstarboard.

A modified form of indicator is shown in Figs. 24 and 25, wherein thecasing is omitted, and a semi-circular dial plate 43 is supported in afixed position on arms 44. At the base of this dial plate is mounted a.pivotal shaft 45 which carriers a pointer 46, one end of which isweighted at 47. The dial plate is graduated with two rows of numbersrunning in the same order as in F ig. 22, and the pointer 46 is heldautomatically bythe weight 47 at the zero position,

whereby the list of the craft moves the dial plate 43 or 44 in acorresponding direction, so that the degreepf the list will be indicatedon the dial plate by the pointer 46.

A modification of the construction of Figs. 24 and 25 is shown in Figs.26.and 27, wherein a pivoted dial-plate 48 is used in conjunction with astationary pointer 49, the latter being supported by arms 50 of asuitable frame. The movable dial plate 48 is supported by a pivotalshaft '51, and said dial plate is provided with a counterweight 52, thelatter holding said plate for the zero indication to be in line with thestationary pointer 49.

It will be understood that either form of indicator shown in 22 to 27inclusive,

loo

" other transparent material.

may be used in connection with the pendulum, C for indicating the listof the craft in one direction or the other, or either form of indicatormay be associated with pendulum, J for indicating the longitudinal dipfore and aft of the craft, thereby keeping said craft on an even keel,or substantially so.

In Figs. 28 and 29 I have shown a form of indicator which operates thefore and aft dip, or the transverse list of the craft. Said indicatorcomprises a semi-spherical chamber 53 which is provided with a closedbottom 54, the shell of said chamber being composed of glass or Thesurface of the chamber is graduated by radial and circumferential lineswhich read from O to 90 on each of the four quarters of the circle.Within the chamber is a suitable liquid which may fill the chamber tosuch an extent as to leave only an air bubble therein so that theindicator will operate on the principle of a spirit level. or saidindicator may be equipped with a float 55, see Fig. 29, whereby thefloat is adapted to assume different positions relative to the graduatedsurface of the indicator. thus denoting the sidewise list of the craft,or the fore and aft dip thereof.

It will be understood, furthermore, that I may employ the equilibriumdevices and their vanes, or either of them, at the bow of the craft orat the stern thereof, or amidships of the craft, the position of saidequilibrium devlce and the vanes cooperating therewith being a matterfor the designer or engineer.

Having thus fully described the invention, what I claim as new, anddesire to secure by Letters Patent is:

1. In an apparatus of the class described, a substantially triangulardeck and a keel depending therefrom and extending centrally andlongitudinally thereof, said deck being composed of an open-work frameand two longitudinal series of transverse vanes pivoted within saidframe and movable into open positions for air to flow through said deck.said vanes when closed presenting with the deck a substantiallyimperforate surface.

2. In an apparatus of the class described, a substantially triangularshaped deck, a chambered keel depending therefrom and extendingcentrally and longitudinally thereof, and meanswhereby the area of thekeel exposed to wind or air pressure may be varied.

3. In an apparatus of the class described, a substantially triangularshaped deck. a keel depending therefrom and extending centrally andlongitudinally thereof, and suitable propelling mechanism for saidapparatus, the axis of rotation of said propelling mechanism beingsubstantiallyin the plane of said deck.

to denote both I 4. In an apparatus of the class described, asubstantially triangular shaped deck, a keel depending therefrom andextending centrally and longitudinally thereof, a propeller positionedforwardly of the bow of the deck, and another propeller rearwardly ofthe stern of the deck.

5. In an apparatus of the class described, an aeroplane deck, and achambered keel depending therefrom, the walls of said keel beingprovided with movable vanes for the purpose of keel.

6. In an apparatus of the class described, an aeroplane deck providedwith vanes movable on horizontal axes, and a keel provided with vanesmovable on vertical axes.

7. In an aerocraf't, an aeroplane deck, a keel provided with a chamberand with transverse openings in a different part of said keel from saidchamber, driving mechanism positioned within said chamber of the keel,vanes pivoted to said aeroplane, said vanes being movable on horizontalaxes, and other vanes pivoted within the openings of the keel, said lastmentioned vanes being movable on vertical axes.

8. In an apparatus of the class described, an aeroplane deck. a keeldepending therefrom, propellers fore and aft of the craft, a steeringrudder near the stern of said deck. another steering rudder at the bowof the deck, the second named rudder being rearwardly of the forepropeller, and a diving rudder rearwardly of the stern of the deck andforwardly of the aft propeller.

9. In an apparatus of the class described. an aeroplane deck. a keeldepending therefrom, a steering rudder and a propeller near the bow ofsaid deck, a steering rudder and a propeller near the stern of saiddeck. and a diving rudder mounted at thestern of the deck and forwardlyof the rear propeller.

10. In an aerocraft. the combin tion of an aeroplane deck. a keelcooperat ng therewith. propellers positioned forwardly of the bow andrearwardly of the stern of said aeroplane deck, and means for shiftingthe bow propeller into different aneular positions with respect to thedeck and indepcndentlv of the operation of the rearwardly positionedpropeller.

11. In an aerocraft. the combination of an aeroplane deck com osed of anopen-work frame and two longitudinal series of transverse vanes pivotedwithin said frame, and a chambered keel depending from said deck, saidkeel being triangular in lateral cross section and positioned in a planesubstantially between the planes of the two series of vanes.

12. In an aerocraft. the combination of an aeroplane deck equipped withvanes movable on horizontal axes and adapted to vary the area of saiddeck exposed to wind or air reducing air pressure on said pressure, achambered keel depending from the deck, said keel being triangular inlateral longitudinal cross section, and other vanes pivoted to the keelfor movement on vertical axes.

13. In an aerocraft, the combination of an aeroplane deck, twolongitudinal series of transverse vanes adapted to lie substantiallyflush with said deck, means for operating said vanes, a keel dependingfrom the deck and positioned in a plane substantially between the planesof the two series of movable vanes, propellers positioned forwardly ofthe bow and rearwardly of the stern of said deck, and steeringmechanism.

14. In an apparatus of the class described, an aeroplane deck, a keeldepending therefrom, said keel being substantially triangular invertical, longitudinal and transverse section, two longitudinal seriesof transverse vanes movable relative to the deck, propellers positionedforwardly of the bow and rearwardly of the stern of the deck, andsteering mechanism.

15. In an apparatus of the class described, an aeroplane deck, a keeldepending from the-deck and extending longitudinally and centrally withrelation thereto, propellers at the bow and stern of the aeroplane deck,steering devices positioned intermediate the propellers, a motor foroperating said bow and stern propellers, a wheeled running gear disposedbelow the keel, and means whereby the running gear may be operated fromthe motor.

16. In an apparatus of the class described,

an aeroplane deck, a keel depending therefrom, and propellers forwardlyof the bow and rearwardly of the stern of the aeroplane deck for drivingthe craft in the direction of its length, said keel being substantiallytriangular both in longitudinal and cross section.

17. In an aerial craft, an aeroplane deck, provided with a keel, vanesin the plane of the deek'at the respective sides of the keel, a pendulumconnected operatively with the vanes, other vanes at the stern of thedeck andkeel, and another pendulum connected to the stern vanes, saidpendulums being movable on axes located substantially at right angles toeach other.

18. In an aerial craft, an aeroplane deck, a pendulum movable fore andaft with re spect to the craft, a vane positioned at the stern of thecraft and controllable by the pendulum, and means for locking andreleasing said pendulum.

19-. An aeroplane having a swinging and gravity-influenced weight, incombination with means whereby the position of said weight in respect tothe plane is caused to correct longitudinal dip of the latter, and meanswhereby, at will, said weight can be locked to or unlocked from theplane in respect to fore or aft movement.

20. In an aeroplane, the combination of a main plane,lateral-dip-correcting means comprising surfaces adjustable to differentangles of incidence to the air flowing past the plane, longitudinaldip-controlling means, a gravity-influenced weight for operating thelateral-dip-correcting means, and manually operated devices independentof the weight for actuating the longitudinaldip-controlling means.

21. In a navigable air ship, a horizontal plane, balancing wings atopposite sides of the plane adjacent to the transverse ends thereof, avertically tiltable blade at the end of the machine for directing thevertical angle of flight, separate hinged depending and swinging membershaving their axes disposed at substantially right angles to each other,connections between oneof said swinging members and the wings forautomatically controlling the lateral dip of the machine in eitherdirection, and other connections between the other swinging memher andblade for controllingv the angle of flight or inclination of the machinein the direction of travel.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

LUDOLF G. SCHROEDER.

Witnesses:

H. I. Brennan, V. E. MARKMANN.

